Brake control systems



March 20, 1956 F. L. CQRBIN 2,739,200

BRAKE CONTROL SYSTEMS Original Filed Nov. 1, 1949 2 Sheets-Sheet 1 wQK zMarch 20, 1956 F. L. CORBIN 2,739,200

BRAKE CONTROL SYSTEMS Original Filed Nov. 1 1949 2 Sheets-Sheet 2 26 3Rafi- INVENTOR. FRANK L- CURE IN United States Patent BRAKE CONTROLSYSTEMS Francis L. Corbin, Chatham, N. J.

Substituted for application Serial No. 124,920, November 1, 1949. Thisapplication September 20, 1954, Serial No. 456,930

7 Claims. (Cl. 200-80) This application is substituted for my priorapplication, Serial No. 124,920, filed November 1, 1949 (now abandoned).

This invention relates to improvements in brake control systems, andmore particularly to the construction of a controller switch forcontrolling the action of a valve in the brake system.

This invention is also an improvement of the brake control system setforth in the prior application of Frank H. Boesche et al., Serial No.492, filed January 5, 1948, now Patent No. 2,571,821, granted October16, 1951.

In said prior application, a controller switch was provided forcontrolling the action of a solenoid-actuated valve connected in ahydraulic brake system for controlling the action of the brakes of amotor vehicle. This switch was operated automatically by the movement ofthe vehicle, for which purpose it was shown as connected with thespeedometer cable.

The object of this invention is to improve the construction of thecontroller switch, to eliminate several objections encountered with theswitch shown in the prior application, to provide for more positiveaction and better electrical connection of the switch in response tomovement of the motor vehicle.

In carrying out this object, the controller switch according to thisinvention has several improved features, in cluding a single bearing forthe rotor assembly, more perfect balance and spring action of the rotordisc or ring, and better electrical connections between the ring and'theshaft, as well as with the slip ring provided in the switch. These andother features hereinafter described materially improve theconstruction, assembly and manner of operation of the controller switchover that set forth in the prior application referred to above.

This embodiment of the invention is illustrated generally in theaccompanying drawings, in which:

' Fig. l is a diagrammatic side elevation, partly in section, showing anapplication of the controller switch in a brake control system;

Fig. 2 is alongitudinal section through the controller switch, partsbeing in elevation;

Fig. 3 is a cross section therethrough on the line 3-3 in Fig. 2; and

Fig. 4 is a side elevation of the controller switch.

In the brake control system illustrated in Fig. 1, the usual-foot brakepedal is designated generally by the numeral 1 for applying pressure ina master cylinder 2 of a hydraulic brake system, which pressure iscommunicated through a line'3 to a hydraulic wheel brake 4, thestructure of which is Well. known, and need not be described in detail.When the brake pedal 1 is depressed, the hydrauliefluid pressure travelsfrom the master cylinder 2 through the line 3 to the hydraulic powerdevice that controls the brake shoes of the wheel brake 4 to expand theshoes and cause braking action on the wheel.

Connected in the line 3 is a solenoid-actuated valve 5 adapted to beenergized by a source of direct electric current, such as a battery 6',which may be'the usual battery 2,739,200 Patented Mar. 20, 1956 of anautomobile when the invention is used in the application illustrated. Asshown in Fig. 1, the energizing of the solenoid valve 5 is controlledautomatically by switch devices illustrated generally at 7 and 8.

The switch device 7 normally is closed when the vehicle is at rest, butis actuated by the speedometer cable '7 in the example illustrated tobreak the circuit to the valve immediately upon the starting in motionof the vehicle, or when the vehicle reaches a predetermined speed, asfor instance, in excess of two miles per hour as one example. Thespeedometer cable 7 normally extends to the usual speedometer 8'.

The switch 8 normally is closed when the engine is idling but is adaptedto be actuated by an accelerator pedal 9 or" the motor vehicle, wherebythe despressing of the pedal 9 will break the circuit indicated at 10that connects the switches 7 and 8 and the battery 6 with thesolenoid-actuated valve 5. The accelerator pedal 9 is shown asoperatively connected with a lever 11 from which a rod 12 forms theusual connection therefrom to the carburetor. In the exampleillustrated, the rod 12 has a flexible connection 13 with the switch 8normally tending to release the switch to close the circuit when theaccelerator pedal 9 is released.

The structure of the controller switch or circuit breaker '7 is shownmore in detail in Figs. 2 and 3.

The controller switch 7 includes a housing 14 substantially of cup shapewith one end partially closed and the opposite end open. A plate 15 isfitted within the last mentioned end and secured in place in the housing14- by a crimped portion at the end of the housing, as indicatedgenerally at 16. The first-mentioned end of the housing 14 is providedwith a tubular coupling 17, While the end of plate 15 has a bearing endassembly 18 fitted therein and projecting therefrom, as shown in Fig. 2

Mounted on the end plate 15 is a terminal adapted for electricalconnection with one side of the electrical circuit 10, while the housing14 is grounded to the frame of the vehicle, as indicated in Fig. 1. Thisterminal includes a bolt 19 provided with a knurled nut 20 of thecharacter usually provided for electrical terminals; The bolt 19 issecured in place by a rivet head 21 at the inner end thereof and passesthrough an insulating grommet 22 and through an insulating plate 23 thatserve to insulate the bolt 19 effectively from the end plate 15.

A slip ring 24 is mounted on the inner face of the end plate 15 and issecured in place by one or more rivets 25. This slip ring 24 is conical,as shown in Fig. 2, and covers the inner end of the bearing end assembly18. An arm 26 on the slip ring 24 extends upwardly to the bolt 19 towhich it is secured by the rivet portion 21 thereof.

A rotor assembly is mounted in the housing 14 adapted to be connectedwith the speedometer shaft or other speed responsive portion of thevehicle. This rotor assembly comprises a shaft 27 mounted in a singlebearing 2:; within the bearing end assembly 18. A single hearing at oneend only of the shaft provides a suflicient journal for the shaft andyet facilitates the assembly of the unit with out any probiem of bearingalignment. This also makes it much easier to control the amount ofend-play in the shaft 21. The shaft is held in the bearing sleeve 28 bya shoulder on the shaft at one end of the sleeve, and by a thrust ring29 press-fitted on the shaft at the opposite end of the sleeve 28. Theshaft 27 is adapted to be connected at its opposite ends with alignedportions of the speedometer cable 7 and the driving shaft of thespeedometer 8 in the embodiment illustrated.

Extendingtransversely through the shaft 27 is a cross shaft 30. Theshaft 30'extends through a bushing 31 in which it is journaled, thebushing 31 also extending through the rotor shaft 27 for freedom ofturning movement of in electrical connection with the shaft.

the cross shaft with respect to the rotor shaft. The cross shaft 39carries at its opposite ends a rotor disc, generally indicated at 32,and shown as in the form of two rings fixed at opposite ends to thecross shaft in embracing relation thereon, and secured rigidly togetherin face-to-face relation. The cross shaft 36 extends diametricallyacross the center of the rotor disc 32. One of the rings of the rotordisc 32 carries a contact 33 on the lower face thereof in position forelectrical contact with the slip ring 24 when the parts are in thepositions shown in Fig. 2.

The rotor disc 32 is adapted to be connected with the rotor shaft 27 soas to complete the circuit through the controller switch by thegrounding of the housing 14, whenever the contact 33 is in electricalengagement with the slip ring 24. A flexible electrical conductor 3 isconnected at one end at 35 with one side of the rotor disc 32, and isconnected at the opposite end at 36 directly with the rotor shaft 27.This electrical connection with the shaft is shown as being through acounter-weight pin 37 extending diametrically through the shaft 27 andheld in place by a rivet portion 38, the end connection 36 beingconfined and secured beneath a shoulder on the pin 37 The flexibleconductor 34 is in the form of a spring coil. This form of electricalconnection between the rotor disc and shaft provides better connectionthan could be obtained through the cross shaft and eliminates possiblearcing and pitting that might be experienced between the cross shaft andits bushing, with resultant increasing of the electrical resistance ofthe controller as well as a bad bearing and excessive friction therebyobtained.

The rotor ring 32 is centered lengthwise on the cross shaft 30 by cuppedspring washers 39 placed between the rotor disc and the cross shaftbearing 31, as shown in Fig. 3. These washers 39 eliminate all end-playand yet provide an assembly which may be fitted together easily withnormal tolerances on all of the parts. They serve also to prevent noisein the controller which might result otherwise from sliding movement ofthe rotor disc end wise of the cross shaft, especially at low rotationalspeeds.

The rotor disc 32 normally is maintained in its contact position, asshown in Fig. 2, by coiled springs 40 shown as mounted on opposite sidesof a vertical plane through the center axis of the rotor shaft 27. Thesecoiled springs 40 are secured at opposite ends to spring anchors 41 and42. The anchor 41 is secured to the rotor disc 32 adjacent the contact33 in position to apply a pulling action to that portion of the rotordisc, normally tending to cause the contact 33 to bear upon the slipring 24. The spring anchor 42 is secured to the under side of the rotorshaft 27 by the rivet portion 38 of the counter-weight pin 37. Thisspring anchor 42 serves also to limit the swinging movement of the rotorring 32 in one direction. The springs may be provided with guide members43 extending therethrough to maintain them in proper alignment. Theseguide members 43 are slidable through the spring anchors 41 and 42 andhave upturned opposite ends 43 to hold them in position. i

The actuating springs 49 are so arranged as to provide a decided toggleaction on therotor disc 32. The torque created by the centrifugal forcedue to the rotation of the controller and the springs is so balancedthat once the contact 33 starts to leave the slip ring 24 on an increasein the speed of movement of the vehicle, the force urging the contactaway from the slip ring increases with displacement around the axis ofthe cross shaft 39 until the rotor discreaches the stop formed by thespring anchor 42. Conversely, on a decrease of the speed of movement ofthe vehicle and of the speedometer shaft, the movement of the upperportion of the rotor disc 32 away from the stop 42 causes the force .dueto the springs 40 that urge the contacts 33 toward the slip ring 24 toincrease with the movement of the contact toward the slip ring and awayfrom the stop 42. This produces more certain electrical contact and alsoreduces chatter of the brush against the slip ring due to non-uniformrotation at operative speed.

The counter-Weight provided by the pin 37 produces a substantiallyperfect balance of the rotor assembly, since the counter-weight extendsin the opposite direction from the spring anchor 42. operating of thecontroller than would be provided otherwise.

The construction of the rotor assembly is so balanced that the brushcontact 33 normally is in engagement with the slip ring 24 whenever thevehicle is at rest. Movement of the vehicle even at slow speed of, forinstance, two miles per hour, results in movement of the brush contact33 away from the slip ring. The only force acting on the rotor assemblyto move the brush contact 33 away from the slip ring is the centrifugalforce resulting from the rotation of the rotor assembly about its ownaxis. Other accelerating forces or gravity do not affect the rotorassembly, because of its mounting on its center of gravity.

The construction otherwise will operate substantially as described inthe application mentioned above.

it will be evident from the above that the circuit 1!] will be closed asdescribed to energize the solenoid-operated valve 5 and close the valveas soon as the vehicle has been brought to rest, thus holding the brake4 applied until this circuit is broken either at the switch 8 or at theswitch 7. The latter is controlled by the movement of the vehicle andthe switch 8 will not be opened until the accelerator pedal 9 has beenactuated for operation of the engine. Upon depressing movement of theaccelerator pedal, the rod 12 will move in the direction indicated bythe arrow in Fig. 1 for opening the switch 8, thereby breaking thecircuit 10 and releasing the solenoid-actuated switch 5. As soon as thevehicle has been moved to the required extent, the switch 7 will beopened by the action of the speedometer cable thereby maintaining thecircuit 10 open until the vehicle again is brought to rest.

The character of the solenoid-actuated valve 5 is described more indetail in an accompanying application, while the switch 8 may be of anysuitable or desired character which will function as described.

While the invention has been illustrated and described in oneembodiment, it is recognized that variations and changes may be madetherein without departing from the invention, except as specified in theclaims.

I claim:

1. A controller switch for a brake control system comprising a housing,a supporting plate fixed to the housing, a terminal mounted on thesupporting plate and insulated therefrom, a conical slip ring mounted onthe supporting plate in the housing and electrically connected with theterminal, a shaft mounted in the housing, a rotor ring journaled on theshaft for swinging movement relative thereto, and a contact brushcarried by the ring in position to engage the conical portion of theslip ring at right angles to the rotor ring upon swinging movement ofthe rotor ring in one direction, said slip ring extending in the path ofmovement of the rotor ring toward the axis of the shaft in position tobe engaged by the contact brush upon said inward swinging movement ofthe rotor ring.

2. A controller switch for a brake control system comprising a housing,a supporting plate fixed to the housing, a terminal mounted on thesupporting plate and insulated therefrom, a conical slip ring mounted onthe supporting plate in the housing and electrically connected with theterminal, a shaft mounted in the housing, a rotor ring journaled on theshaft for swinging movement relative thereto, a contact brush carried bythe ring and extending at right angles thereto in position to engage theconical portion of the slip ring at right angles thereto upon swingingmovement of the rotor ring in one direction, a coiled spring connectedat one end with the rotor ring and extending therefrom to the oppositeside of the axis of movement of the rotor ring, and anchor meansconnected with the last mentioned end of the coiled spring for anchoringsaid spring in position.

This results in a much quieter- 3. A controller switch for a brakecontrol systemcomprising a housing, a supporting plate fixed to thehousing, a terminal mounted on the supporting plate and insulatedtherefrom, a conical slip ring mounted on the supporting plate in thehousing and electrically connected with the terminal, a shaft mounted inthe housing, a rotor ring journaled on the shaft for swinging movementrelative thereto, a contact brush carried by the ring in position toengage the slip ring upon swinging movement of the rotor ring in onedirection, a coiled spring connected at one end with the rotor ring andextending therefrom to the opposite side of the axis of movement of therotor ring, anchor means connected with the last mentioned end of thecoiled spring for anchoring said spring in position, and a counterweightconnected with the shaft in position to counter-balance the spring andend connection whereby the rotor ring is substantially unaffected bygravity as the shaft is rotated.

4. A controller switch for a brake control system comprising a rotorassembly including a shaft, a rotor ring surrounding the shaft, a crossshaft connecting the rotor ring with the first mentioned shaft andforming a journal thereon for the rotor ring, electrical contact meansconnected with the rotor ring, a coiled spring extending to oppositesides of the axis of the cross shaft transversely thereof, anchormembers connected with opposite ends of the coiled spring, one of saidanchor members being connected with the rotor ring and the other anchormember being connected with the first mentioned shaft, and acounterweight connected with the shaft on the opposite side thereof fromthe anchor member substantially to counter-balance the spring and anchormember connected therewith, whereby the rotor ring will be substantiallyunaffected by gravity as said shaft rotates.

5. A controller switch for a brake control system comprising a rotorassembly including a shaft, a rotor ring surrounding the shaft, a crossshaft connecting the rotor ring with the first mentioned shaft andforming a journal thereon for the rotor ring, electrical contact meansconnected with the rotor ring, a coiled spring extending to oppositesides of the axis of the cross shaft transversely thereof, anchormembers connected with opposite ends of the coiled spring, one of saidanchor members being connected with the rotor ring and the other anchormember being connected with the first mentioned shaft, and a stop memberattached to the first-mentioned shaft for limiting the swinging of therotor ring on the cross shaft in a direction moving the contact meansaway from the first mentioned shaft.

6. A controller switch for a brake control system comprising a shaft, arotor ring surrounding the shaft, a cross shaft journaling the rotorring on the first-mentioned shaft, an electrical contact connected withthe rotor ring substantially at right angles thereto, a slip ring havinga conical portion in the path of said contact and substantially at rightangles thereto, a stop member anchored at one end to the first-mentionedshaft and extending therefrom substantially parallel with the rotor ringto the opposite side thereof from the contact, and a pair of springsanchored at one end to the rotor ring adjacent the contact.

7. A controller switch for a brake control system comprising a shaft, arotor ring surrounding the shaft, a cross shaft journaling the rotorring on the first-mentioned shaft, a bushing sleeved over the crossshaft and extending through the first-mentioned shaft mounting the crossshaft thereon, an electrical contact connected with the rotor ringsubstantially at right angles thereto, a slip ring having a conicalportion in the path of said contact and substantially at right anglesthereto, a stop member anchored at one end to the first-mentioned shaftand extending therefrom substantially parallel with the rotor ring tothe opposite side thereof from the contact, and a pair of springsanchored at one end to the rotor ring adiacent the contact.

References Cited in the file of this patent UNITED STATES PATENTS744,198 Howe et al. Nov. 17, 1903 1,093,852 Hendrickson Apr. 21, 19141,098,358 Dean May 26, 1914 1,663,207 Mallory Mar. 20, 1928 2,571,821Boesche et a1. Oct. 16, 1951 FOREIGN PATENTS 535,788 France Jan. 31,1922

